The scale of delays on our rail network was highlighted by the Herald last week – and while it’s bad, it also highlights the huge opportunity for getting our rail network back up to speed.

KiwiRail has promised to cut delays on Auckland trains, amid growing concerns about the readiness of the city’s failing rail network for the opening of the $5.5 billion City Rail Link in 2026.

KiwiRail says it will cut delays from five-and-a-half minutes to a maximum 45-second delay on the western line, 30 seconds on the southern line, and 1 minute 20 seconds on the eastern line.

The assurance follows correspondence between Mayor Wayne Brown and Transport Minister Simeon Brown concerned about problems with Auckland’s rail network – which has been beset by track maintenance issues, systems errors and cancelled services.

The pair are working behind the scenes to improve confidence in the rail network ahead of the CRL launch, official papers show.

“A significant concern is that the wider rail network infrastructure will not be able to support reliably and punctually the passenger train service levels upon CRL Day 1 and beyond,” the mayor said in a letter to the minister on July 5.

…..

Since July, talks have continued between the two Browns, and KiwiRail has advised Simeon Brown that the current 5km of speed restrictions – leading to delays of five-and-a-half minutes – will reduce to about 2.9km when the CRL opens.

Five and a half minutes of delay is huge. To put that in perspective, the current timetable has the Western Line taking 54 minutes to get from Swanson to Britomart. A five-minute saving would make the timetable faster than it has been in around 20 years – which in itself is an indictment of how things have been run following previous investment, like electrification.

Depending on where the speed restrictions are, it might be that this level of saving would apply to trips from other stations too. Will KiwiRail get the causes of those remaining speed restrictions fixed? And if so, when? And why not by the time the CRL opens?

This raises another issue I have: I wish KiwiRail would publish details on the number, scale and impact of speed restrictions on a regular basis, as well as data on faults across the network. Transparency on this stuff is important to ensure the network doesn’t slide backwards again. I still don’t have a lot of faith that we won’t still see network shutdowns every holiday/long weekend period.

Then there is the question of whether Auckland Transport will pass on all of those time savings to train passengers. We’ve certainly seen that in the past, AT prefers to bank savings to pad out the timetable a bit more, thereby boosting their punctuality metrics. Will that happen here? Their response to the Herald doesn’t inspire a lot of confidence:

An AT spokesperson said once the CRL opens, journey times will be reduced through the new direct connection to the central city, the Auckland Rail Upgrade that will reduce speed restrictions, and other network upgrades.

Work on journey times and a Day 1 timetable will be announced in due course, the spokesperson said.

The level of travel time savings could be even greater, too, if AT and their rail operator were to finally fix dwell times – something we’ve raised a number of times in the past.

Most networks target around 30 seconds or less per stop, but in Auckland the dwell time at each station is typically 50 seconds or more. While some of the delay is caused by the way the trains were designed, a lot of it could be mitigated by changing how the door operation procedure works.

A 15-20 second dwell time improvement per station could add up to another five minutes of travel time savings for a trip from Swanson to Britomart, which combined with the removal of speed rescissions could mean a total journey time (pre-CRL) of around 44-45 minutes.

At a total savings of around 10 minutes – close to 20% faster – that’d be quite the improvement. It’s also getting close to the 43 minute trip that Kiwirail said was required, and CAF said was possible, in the original electric train tender process.

Here’s a chart I made a few years ago comparing the average speed and station spacing on our rail lines with a range of other similar heavy rail lines from around the world. As you can see, we’re currently out of line with those other networks – but we would be in line if we achieved the times our trains are meant to be capable of.

The times above also suggest that once the CRL opens, it should be possible to bring the Swanson to Britomart travel time down to below 40 minutes – so, over 15 minutes faster than it is today. In other words, saving a quarter of the current travel time.

That will be revolutionary, especially when Google Maps suggests driving at peak times could take as much as 1hr 20m. Will the current Day One plans of just an extra two trains per hour at peak times out west be sufficient to accommodate the demand for these faster, easier trips?

Finally, one thing that continues to hold the back the Western Line in particular is the many level crossings, especially as many are right next to stations. This results in trains departing a bit more slowly to ensure people aren’t walking or driving around the barriers. In recent announcements about fast-tracking some projects, the widespread removal of level railway crossings was mentioned:

However, we’re still waiting to hear what AT’s plans are for removing these crossings – and we’ll likely be having to wait even longer to find out how they’ll be paid for. .

In summary, I really hope that KiwiRail and Auckland Transport are able and willing to get the network up to speed, because the benefits for Auckland will be huge.

Share this

47 comments

    1. I assume that when trains from Swanson reach Britomart they continue on to Pukekohe? This is how Perth’s trains operate, and they keep excellent time.
      On the situation with dwell times Auckland, they are well behind the other systems I know overseas. Dubai, all UK subbie systems, Sydney Perth and Melbourne. Take SouthWest Trains before SouthWestern Railway took over in UK. The train would leave the platform on time as when the doors closed it moved straight away. Co-ordination between train and platform staff was exemplary. Sadly the new operator has dropped back to very slack operating.

      1. “I assume that when trains from Swanson reach Britomart they continue on to Pukekohe?”

        I think most Western Line services extend though Britomart and becomes the Eastern Line service, does it not? Some services are proposed to be “cross-town”, veering off at Mt Eden and never going to Britomart/Waitemata.

        Southern Line effectively loops back around on itself after Waitemata. I think…

  1. The dwell time is something that bugs me the most. Having speed restrictions due to the infrastructure and the ludicrous amount of level crossings I can understand; but having train managers take 4-5 steps outside of the train, look both ways like they’re crossing the road, and take their sweet time getting back into the train? I just can’t understand that.

    If busier networks with off peak trains as full as our peak hour trains can function without one at all, I’m sure there’s a way for AT to figure out something by next week

    I’m all for AT keeping train managers tho, there just has to be a way to implement a more efficient dwell time procedure

  2. It’s encouraging to see Council and govt. aware of just how bad the network has become and trying to resolve the issues before CRL opens. As a daily Western line user and living nearby a station, I’m acutely aware of the delays and frequent issues with the network, and note that practically every weekend there’s either one or both weekend days being shutdown (The last three weekends have had no trains running at all for at least a day or both weekend days – frustrating, to say the least). Remember also that EVERY JANUARY the entire network is shutdown for 3 weeks or more.

    Based on all that I can’t help wondering if the network just will not be ready, and the CRL will not be able to provide its full benefits at all for years to come after opening. I’m assuming at this point that all of this disruption and ongoing full shutdowns for maintenance aren’t really improving things and this is just the norm??

      1. Remembering that along with being a pet project of the Mayor, its the only expansion of the rail network that Kiwirail plans for the next 30yrs…

      2. yes,need more rail in the west and north west, we are tired (and congested) and sick of the neglect, buses do not cut it, trains carry way more people, are easier to board for people with mobility issues, bikes can go on them, rail lines take up less resources and can go under ground or over head, so many reason to be directing funding into rail and not buses. We do need people who can build these networks promptly and cost effectively. the city rail link is not a good example

  3. I have measured the dwell at several stations. What astonished me is the pause between an arriving train coming to a complete stop and the doors beginning to open – why can this not be instantaneous?
    Not at all sure why the Government is fast tracking 42 Auckland level crossings when only the 4 Takanini crossings are funded and KiwiRail suggests that the likely cost is of the order of $3 billion. Given the complexity of grade separating just one crossing, how can the expert panel sensibly deal with 42 all at once? And what kind of submission process is envisaged?

    1. Yes the door issue is of the things that I refer to with the issues with how the trains are designed. My understanding is both AT and CAF blame each other for it so no one fixes it.

      Supposedly there is a single business case being worked on for all of them so presumably that will provide a case for funding a lot them sooner.
      And then they’ll want to get consents for all at them same time.

      1. Trains around the world open the doors as soon as they stop. Sometimes before they stop. So it’s not an insurmountable problem. I’m inclined to believe Caf over this issue, they build trains for numerous rail systems.

      2. looks like we got stock that was not wanted, probably not at a bargin price either, arnt these Spanish trains? its not like Spain doesnt build and use good quality trains

    2. The 3 billion figure should answer your question .This Government scraps any thing that comes anywhere close to that figure .A prime example is the new ferries and the Dunedin hospital .

    3. Plus, there is the issue of a plate coming out to cover the gap at some stations. This further increases the already excessive dwell times. dwell times. At a stop all doors should automatically open and close after a warning system. The current system is so antiquated.

  4. Resolutions for a better Auckland rail network to get up to speed – A change in attitudes by AT, KiwiRail & Government would make a big difference to improve dwell times & reduce delays for the current service. And would meet the requirements for the 2026 CRL start date.

  5. Could the 2 Browns do the same for the neglected bus service? For example on Dominion Road the buses take almost 3x as long as street level LR was going to take (Mt Roskill to City), despite having bus lanes at peak hour. They can’t keep blaming their rubber wheels, they would add very little of that extra time.

  6. Unfortunately it seems like nobody in power, advocacy or the media understands why the rail network is like this now. They love to stick the boot into Kiwirail and AT and often with good cause, but any rant on delays and cancellations that doesn’t examine AOR’s place in the system is misinformed at best.

    Cutting to the chase: KR and AT don’t cancel trains. AOR does.

    AOR has been a disaster ever since they took over, but for some reason they’re being allowed to respond to disruptions with blanket cancellations and alternating partial cancellations that can last many hours beyond the end of the initial cause. This is severely messed up. It’s not how we run a reliable network in other places.

  7. I agree – The 2 Browns need to provide better bus services by improving timetables/frequencies services & bus lanes/traffic light priority.

    1. Especially since both thought Isthmus LR was not the answer. They have, of course, never provided their own solution and I don’t think the Minister even cares. His electorate is getting a Busway anyway.

        1. Technically correct, but his electorate will get a Rapid transit service both to the east and south to the airport. Which begs the question; when its complete wouldn’t it just be seen as one complete busway? Panmure to the airport?

        2. It used to appear as one busway in AT’s older future RTN diagrams. I guess service pattern considerations are responsible for them being considered functionally seperate busways

        3. That and that fact that the quickest way from Manukau to Panmure is by train are the main reasons it would be considered to be two busways.

          Given very few people would go end-to-end it would make sense to have two separate services to avoid the issues that come with long routes.

  8. Auckland One Rail (AOR)

    “From 16 January 2022, Auckland One Rail (AOR) is the operator of Auckland’s rail services on behalf of Auckland Transport. Under the contract, AOR is responsible for train operations, station operations, station and depot maintenance (from 2023), and maintenance of the EMUs (from 2025).”

  9. The big problem is that polis can poke their nose in at any time .The tiny Brown fella needs to take a hike to the finance ministers office and tell her to get her job done and give rail in Auckland and Wellington 10 billion at least to get stuff done and up to speed .
    As for dwell time ,from a health and safety point of view it cant be any shorter .Less than a minute to exit or enter a train is not a massive time .Remember there are elderly ,disabled and children doing this .Imagine the uproar when one of you gets killed because you were not clear of the train when it departed .Surely the world is not that desperate that an extra minute can not be added to the trip time in the name of being safe and every one arriving at destination .
    Get Boomer Brown and Baby Brown to get on and do the job or move aside and get a real manager who is free of political interference to take over .

    1. The issue with dwell times isn’t anything to do with how long people have to get on/off, which is similar to other systems, but bad design and bad process that other systems don’t have. Eg:
      There is 7-8 seconds of dwell time between the train stopping and the doors starting to open. In some systems the doors will start opening in the last metre or two before the train even stops.
      There is lot of delay in the deployment/retraction of the ramps, they could be changed to at least start partially deployed so less time is spent doing that.
      In most systems that have retained a train manager, they’re in the rear cab checking down the train so as soon as the doors are closed the train can depart, we have close all doors then the one they’re in.
      Basically there’s heaps of wasted time that has no impact on safety or customers getting on or off

      1. Pity we can’t all somehow avoid those carriages and have them open on demand only, to speed up dwells at least some of the time. That would introduce it’s own problems though with some wheel chair passengers finding it hard to press the green button or others waiting for it to pen by itself increasing the dwell even more.
        The button pressing system was quite good, for keep heat/cold in or out, perhaps they should do the ramp cars automatically only and the rest need a button, as they will be quicker anyway if people are slow to press it.

        1. If you look at the trains there is a small lip on the other doors that covers about half the distance between the carriage and platform that a fully extended ramp does. One solution would be to have the retractable ramp default to being partially extended by the same distance thereby reducing the amount of time it needs to become fully extended.

  10. Simeon Brown is “working behind the scenes to improve confidence in the rail network”?

    You must have misspelled “trying to destroy confidence in the rail network, because trains are woke and gay and reduce demands for delicious RoNS”

    1. On Q&A last week, David Seymour said that one of the many questions the Caucus was discussing about the replacement of the interisland ferries was (paraphrasing):

      “Do they need to be rail enabled? More specifically, do we even need rail in the South Island? We lost the rail line – and a major road – recently and we seemed to cope just fine”.

      Make of that what you will…

      1. Supply chains are stronger, more resilient, and more competitive with more structural choice.
        Auckland-Christchurch freight is more efficient by rail. But likely won’t be with double handling either side of the Cook Straight.

        Then we will be left with a single mode monopoly, which will not serve the economy best, though will suit road freight sector alone.

        Oh and will increase all the unfunded (ie subsidised) externalities of road freight, from damage to road networks, death and injury, and pollution of all sorts: climate, air, water.

  11. I think nine of the 42 level crossings are pedestrian crossings and seven of those will be removed.

    A number of road crossings could also be removed while the eight crossings on the Onehunga Line could be retained as services on that branch are infrequent.

    So maybe only half of the 33 road level crossings need replacing by expensive structures. However there is no funding for even that.

    1. Totally agree on a network wide scale less crossings. Dwell times are really long.
      On another note once and if the Southdown to Avondale line is done that should divert freight away from CRL area too

  12. As for “padding” of timetables. When franchising was brought in on the British Rail system in the mid 1990’s, there was a delay minute cost to the operator. Consequently timetables were and are still ” padded out”.
    Example: Guildford to Waterloo, fastest train in 1963, 26 minutes, 2005 fastest train 35 minutes!

  13. “The times above also suggest that once the CRL opens, it should be possible to bring the Swanson to Britomart travel time down to below 40 minutes – so, over 15 minutes faster than it is today. In other words, saving a quarter of the current travel time”
    Even more reason to extend services past Swanson out to Huapai then. The time from Huapai to Swanson should also be faster than in the past (due to shorter dwell times and the recently upgraded tracks). Under 1 hour vs considerably longer by car or bus (even with the eventual busway to Westgate/Brighams) rail would still be comparable while also serving those wanting to go to places like Avondale etc. If they also go ahead with ASD then this would also open up even more.
    Ideally Waimauku and Helensville too.

  14. I was on Sydney’s Metro last week. The dwell times at stops is something like 30 seconds. It’s really quick and the trains go flying in and out of stations. Unlike Auckland where trains slow to a snails pace 5km out.

    That’s what happens when governments are brave enough to spend billions on rail infrastructure instead of whingeing about costs. Sydney’s metro is already the best rail system in Australasia. Thats apart from the normal Sydney trains which is slower but my word I love the double decker trains they have. The views are amazing.

  15. Can’t stress too strongly that in a competently managed system an off-peak minor station dwell should be no more than around 20 to 25 seconds.
    In Sydney, for example, with two-person operation and large (1.8m wide) plug doors, typically it’s:
    Train stops 0, door starts to open 1, door is completely open 4, handling passengers say 4-19, door starts to close 19, door is completely closed 22, train starts 25.
    In Melbourne, with one-person operation** and narrower lighter doors, it’s often a bit less.
    In some metro systems the door can unlock itself and start moving a few seconds before the train has completely stopped. The first exiting passenger can have their foot on the platform within 3 seconds of the train stopping. Obviously this has to be timed right for safety’s sake.
    **In Melbourne, on curving platforms drivers are helped by big close circuit TVs on the platform next to their cab showing them the platform.

  16. On the weekend, the Herald reported that one of the proposals for debate at the NZF conference in Hamilton was a “national railway system”.

    Anyone got any info? All I have seen is Winston talk about the current ferries having 20yrs of life left…

Leave a Reply

Your email address will not be published. Required fields are marked *